Electric signal for railways.



C. L. BOPP.

ELECTRIC SIGNAL FOR RAILWAYS.

APPucATloN msn MAR.14. 1912.

1,222,51 8 Patented Apr. 10, 1917.

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C. L. BOPP.

ELECTRIC SIGNAL FOR RAILWAYS.

APPLICATION FILED MAR.14. 1912.

1,222@ l, Pafnd Apr. 10, 1917.

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CLINTON L. BOIP, OF WATERLOO, IOWA.

ELECTRIC SIGNAL FOR RAILWAYS.

Specification of Letters Patent.

Patented apr. io; miv.

Application led March 14, 1912. Serial No. 683,848.

To all wlwm t may concern.' v

Be it known that I, CLINTON L. Borr, a citizen of the United States, residing at Waterloo, in the county of Blackhawk and State of Iowa, have invented certain new and useful Improvements in Electric Sgnals for Railways; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to electric signals for railways and especially to thatclass of signals carried in the cab of the locomotive and indicating not only the condition of the block system but also automatically applying the air to the brakes when occasion requires.

An object of the present invention is to provide improved signaling and stopping mechanism for use upon a moving train taking its signals and motive impulses from electric circuits completed by the passing of the train into and through certain blocks.

A. further object of the invention is to provide improved means for simultaneously and automatically indicating the position of the moving train upon the road and the condition of the track ahead as to clear or danger, together with automatic means for applying the air brakes when the signal is set at danger.

A further obj ect of the invention is to provide improved means for 'continuing the proper and normal operation of the signaling apparatus irrespective of the direction of movement of the locomotive carrying such signaling device.

With these and other objects in view the invention comprises certain novel constructiens, combinations and arrangement of parts as will be hereinafter more fully described and claimed.

In the drawings Figure 1 is a diagrammatic view of the improved signaling device.

Fig. 2 is a broken perspective view of the third rail employed in connection with the signalingdevice shown in Fig. 1.

Fig. 3 is a diagrammatic view of a road wired to actuate the signaling device shown in Fig. 1 for a single track system.

Fig. 4 is a diagrammatic view of a track wired to actuate the signal shown in Fig. 1

for a double track system.

Fig. 5 is a detail view of the signal per se.

Like characters of reference indicate corresponding parts throughout the several views.

The improved signaling apparatus which forms the subject matter of this application comprises a housing containing the signaling apparatus shown as a whole at A which is wired and connected with an automatic switch controlled from the reverse lever shown at B and also electrically connected with the brush apparatus shown at C which latter forms the subject matter of my Patent No. 1,085,011 issued January 20, 1914:. As shown in Fig. 1 a third rail 10 is located adjacent a rail 11 which is insulated in sections as shown in Figs. 3 and 4 to form blocks and associated with a rail 12 which forms a common return. The engine is dia,- grammatically represented at Fig. 1 by a wheel 13 operating upon the rail 12 and a block 14 which is secured to the under side of some part of the locomotive structure. The block 1st carries brackets 15 to which are pivoted arms 16 and 16. The brackets 15 carry blocks 17 while the arms 16 and 16 are provided with adjustable contacts 18. The adjustable contacts 18 are held normally in engagement with the contact blocks 17 by means ol' springs 19-and 19 so that under normal conditions electrical contact is made at the contact blocks 17 with wires 20 and 20 leading therefrom to the throw switch B.

The arm 16 carries a brush 21 in position to engage the rail 10 held in such engaging position yieldingly by the spring 19. From the arm 16 which is in electrical connection with the brush 21, a wire 22 leads to the manually operated switch B.

The switch B comprises a casing 28 which is secured in the locomotive cab at anv desired point and contains an insulating lining 29 and a sliding block 30 of insulating material connected by means of a rod 31 and link 32 with the reverse lever 33.

Nithin the casing 29 are a plurality of spring contact members arranged in pairs 34, Sil; 35, 35'; 36 and 36 and 37 and 37'.'

The sliding block carries contact members 38 and 39 so positioned and proportioned as to make contact at one end respectively between the contacts 34 34 and 36 36 or at the other end between the contacts 35 35 and 37 37 the length of the members 38 and 39 being such that contact between some pairs of the iXed contact-s is at all times made. Assuming that the position of the reverse lever 33 at B is for going ahead, then when the lever is reversed the contacts 38 and 39 are moved to make contact with the contacts 35 35 and 37 37 before the contact between 34 34 and 36 36 is broken.

The wire 20 leads to the contact 34 and from the contact 34 the wire 20 leads. while the wire 22 leads tothe contact 36 and the wire 22 leads from the contact 36. From the signal apparatus A a wire 40 also leads to the wheel 13.

Within the signal housing A a name sheet 41 is mounted to be seen through the sight opening 42, the sheet passing over rollers 43 and 44. The sheet 41 is translucent with a light 45 disposed in the rear of such sheet immediately behind the sight opening 42 so that when the light 45 is illuminated the name upon the sheet 41 becomes more plainly visible through such sight opening.

The sheet 41 is moved by means of an armature 46 pivoted within the frame and provided with a detent 47, the armature being actuated by an electromagnet 48. The electromagnet 48 is energized from the battery 49 when the circuit is closed. The sig nal casing A is also provided with a second sight'opening divided in sections 50 and 51, the section 50 being preferably constructed of translucent white glass while the section 51 is clear or transparent. In the rear of the sections 50 and 51 a shutter is arranged composed of the sections 52 and 53, the former being painted red upon the side neXt the sight opening while the latter is painted white. With the shutter in the position shown in Fig. 1 the red section is invisible behind the translucent white section 50 of the sight opening so that both sections 50 and 51 appear white. The shutter is maintained in normal Yposition as shownin Fig. 1 by means of an .armature 54 and electromagnets and 56. When either of said magnets 55 or 56 is energized the armature 54 is attracted and the shutter held in such normal position. Then both of such magnets 55 and 56 are simultaneously denergized the armature with the shutter drops by force of gravity to the position shown in dotted lines which brings the red section 52 of the shutter in front of the clear opening 51 of the sight opening. The fall of the shutter brings the armature 54 in engagement with the contact 57 so that a red lamp 58 in the rear of the section 50 of the sight opening is illuminated from the battery 49 through the wire 59 to the lamp 58 through the wire 60, Contact 57, armature 54, wire 69 and wire 62 back to the battery. When the shutter drops therefore, the red lamp 58 is illuminated so that both sec- 70 titans 50 and 51 of the sight opening appear Under normal conditions7 that is with the contact 18 in engagement with the contact 17, current flows from the battery 49 75 through the wires 59, 63, 64 and 22 contacts 36 and 36, wire 22 to the arm 16 and return from contacts 17 and 18 through the wire 20 to contacts 34 and 34', wire 20, the electromagnet 55 through the wire 65, so switch 66, wire 67, contact 68, armature 54, wires 69 and 62 to the battery. This is the condition under which the device operates when running in the block between the spaced third rails 10, in other words, under 85 such conditions when the block is clear the shutter is supported at clear by the magnet 55 remaining energized from the battery 49 as just described.

When the brush 21 encounters a third 90 rail 10 the position of the parts is such that the arm 16 is depressed thereby breaking the contact between the contacts 17 and 18. Under such conditions the brush 21 receives current from the track batteries 7 0 through 95 the wires 71 and the rail sections 11. In that case current from the track batteries flows through the brush 21, wire 22, contacts 36 and 36, wire 22 wires 64 and 72 to the electromagnet 73 and through the wire 74 to the electromagnet 56 and return through the wire 40 to the wheel 13 and rail 12 whereby the electromagnet 56 is energized simultaneously with the denergizing of the electromagnet 55 owing to the depressing of the arm 16 and the breaking of the contact at 17 and 18. This causes the armature 54 to remain in attracted position and the signal at the sight opening 50, 51 to remain at clear. The passage of the cur- 110 rent through the electromagnet 7 3 energize-s' such magnet to close the armature 75 against the contact 76 whereby current from the battery 49 flows through the wires 59, 63 and 64, the armature 75, wire 77 to be shunt- 115 ed through the electromagnet 48 and the lamp 45 returning through the wires 78 and 62 to the battery 49. The closing ol? this circuit and the energizing of the magnet 48 and lamp 45 have the effect of moving the 120 name sheet 41 a single step by the actuation of the armature 46 and simultaneously showing a light in the rear of such name sheet to attract the attention of the engine driver to the name just exposed.

If however, when the brush 21 comes in contact with the third rail 10 the said third rail is dead by reason of a train in another block short circuiting the controlling track battery, the contact 17, 18 is broken whereby 130 the magnet 55 is denergized as be'tore described but at the same time the magnet 56 is not energized as no current tlows through the third rail 10 to energize such magnet 56. The denergizing ot both such magnets 55 and 56 simultaneously permits the armature 54 to drop, as above described, to exhibit the danger signal. Under normal conditions, that is when the shutter is raised to sate and the contact 68 made by the armature 54 closing therewith, current from the battery 49 normally flows through the rires 59, 68,

64 and 79 to the magnet 80, thence tlirough the wires 81 and 82 to the magnet 88, through the wire 84 to the junction with the wire 65, switch 66, wire 6'?, contact 68, armature 54, wire 69, wire 62, bach to the battery 49. rEhe energizing ot' the magnet serves to attract the armature 85 against the gravity of the weight 86 and to hold the detent 87 in engagement with the rack 88. The rack 88 is rigidly connected with a weight 89 sliding' upon guides 90 and provided with a stud 91 positioned and proportioned to engage a lever 92 actuating the air brake mechanism shown conventionally at 98. The weight 89 also carries a rack 94 engaging a pinion 95 which in turn is connected with a tan governor 96 so that the descent of the weight 89 is comparatively slow. The weight is also provided with another rack 97 engaged by a gear 98 which latter gear is controlled by a crank 99 by which the weight may be raised manually att-er it has fallen if released by the detent 88.

The continued energizing oic the magnet 88 serves to attract the armature 100 in the position shown at Fig. 1. V'Vhen, however, the brush 21 encounters an uncharged third rail 10 the magnets 80 and 88 are deenergized through the break at the contact 68. The denergizing of the magnet 80 permits the weight 86 to act to withdraw the detent 87and permit the weight 89 to Jfall to actuate the air brake mechanism. lVhen the armature 100 is released it tails into engagement with the switch 101 manually operable by the push button 102 to move such switch into engagement with contact 103. The closing of the switch 101 causes current to flow from the battery 49 through the wires 59, 63, 64 and 79 to energize the magnet 80,.

returning through 'the wires 81, 82, magnet 88, wire 104, switch 101 to contact 108, wires 105, 69 and 62 to the battery. `When the brush 21 encounters an uncharged third rail 10 then the signal device immediately displays the danger signal at the sight opening 50, 51 and instantly releases the brake actuating mechanism. The engine driver may at his discretion, however, promptly push the push button 102 thereby closing the last mentioned circuit and reenergizing the magnet 80 whereby the detent 87 is Yagain brought into engagement with the raclr 88 to check CCM QLD the descent of the weight 89. lt will be remembered that the armature 100 is in engagement with the switch 101 so when the push button 102 has been manipulated to close such switch 101 it is held in such closed position by the armature 100 until the magnet 88 is again energized.

lt after the uncharged rail 10 has been encountered and the apparatus held at danger as above described, the preceding train leaves the preceding block so that the short circuiting of the controlling track circuit has been removed, current will ilow through the third rail through the wire contacts 86 and 86, wire 22, wire 64 and 72, magnet 73, the wire 74 to energize the magnet 56 wire 40 wheel 18 to Ground rail 12 to complete the circuit, the result of this circuit being to raise the armature 5-1- to move the danger signal to safety and break the current to the lamp 58 by breaking the contact at 57.

Then the train has moved from engagement with 'the rail 10 the contacts 17, 18 close whereby the magnets and 88 are again energized, the energizing of the 1nagnet 83 raising the armature 100 and releasing the switch 101 which is returned to normal by the spring 106. Simultaneously with the breaking ot the current trom the track battery through the magnet 56 the magnet 55 is energized trom the battery 4l so that the armature 54 is retained in clear position after the train leaves the contact with the third rail.

The switch 66 when manually operated serves to break the current to the magnet 55 and thereby throws the apparatus to danger, this being employed for the purpose ot testing the operation ot the device. lillhen the device has been thrown to danger by the opening oi' the switch 66 it is rcturned to clearI by the manipulation of the switch 107 wiich engaging contact 108 causes current to iiow i'rom the b; ttery 49 through the wires 59, 63, 64 and 22l to the contacts 86 and 86, wire 22, arm 16, con tacts 17, 18 and return through the wires` 20, contacts 34 and 34', wire 20, magnet 55, wire 109, switch 107, contact 108, wires 110 and 62 to the battery thereby energizing the magnet 55 to attract the armature 54 and return the parts to clear.

A switch 111 is also provided to engage contact 112 so that current flows -from the battery 49 through the wire 118, contact 112, switch 111, wire 114 to the magnet 48 and return through the wires 78 and 62 at the battery whereby the magnet 48 is energized to move the name sheet 41 by the manual manipulation of the switch 111 as occasion may make desirable. i

lVhen then a train moving in the direction indicated by the arrow in Fig. 3 enters the block E when the block Gr is occupied by a train it will be apparent that the train in the block G will short circuit the track battery so that no current will pass to the third rail 10 of the block E. The absence of current in the third rail of the block E will cause the parts to move'to danger as above described and the automatic setting of the air brake unless prevented by the manipulation of the push button 102. lhen the train has mored from the block G current will again flow from the track battery to the third rail of the block E to energize the parts as above described and return the signals to clear. It will thus be apparent that at all times an entire block intervenes between two trains upon the same track whether going in the same or opposite directions so that the danger signals will be displayed in good time and the brakes set. It will be apparent that if both trains are equipped with the signaling and breaking apparatus that the danger signals will be displayed in both trains simultaneously as the train in the block E will short circuit the track battery controlling such block and the third rail in the block Gr will thereby be deprived of current so that the danger signal will show in the G train as well as in the E train.

The wiring Dshown at Fig. 3, it will be readily understood, is the wiring necessary for a single track system with trains traveling in both directions While the wiring shown in Fig. 4t is the wiring employed for a double track system with trains traveling only in a single direction.

It will be understood that the arm 16 shown at C is adapted for use in association with the arm 16 upon a single track system and that the primed wiring extending from such arm 16 corresponds to the wiring extending from the arm 1G. The wiring from the prime end of the apparatus shown at C is, as will be noticed, connected with the switch mechanism B at one end while those extending from the normal end of the part C extend to the opposite end. Wires 115 and 116 are employed to connect similar parts at opposite ends of such switch mechanism B l claim 1. In a train controlling and signaling device, an air brake valve, an electromagnet, a battery, a pivoted armature normally held upwardly, a contact carried by the armature, a circuit including said battery, electromagnet, contact and armature, means controlled by the electromagnet adapted to open the air brake valve when the electromagnet is de'e'nergized, means for breaking said circuit when the train engages an obstruction, said armature adapted to drop as the circuit is broken, a signal carried by the armature adapted to display danger when the armature descends, and acircuit and danger signal included therein, said circuit last named being closed when said magnet is denergized and the armature descends.

2. ln a signal apparatus having electrical connection with a wheel of a train, an electro-magnet, a pivotally mounted armature adapted to be attracted thereby, a danger signal carried by the armature and adapted to be displayed when the armature is released by tlie electro-magnet, a battery, a stationary contact for the armature, a circuit including the battery, the armature, the contact and the electro-magnet adapted to be closed when the armature is, attracted by the electro-magnet, an electrically energized danger signal, a second stationary contact for the armature, a second circuit including the battery, the armature, the second contact and said last named danger signal adapted to be closed when the armature is released by the electro-magnet and thereby energize the last named danger signal when the danger signal carried by the armature is displayed, and means to break the circuit including the electromagnet.

3. ln an electrical signaling and controlling device for trains, an air Vbrake controlling apparatus, a signal, independent means electrically operated Vfor retaining said signal at safety, means for mechanically operating the air brake controlling apparatus after a predetermined interval following the initial operation of the mechanical means, and including a rack and a retarded gravity device and electrical means for controlling said mechanical operation, the controlling means being energized when the signal is retained at safety. Y

4l. ln an electrical signaling` and controlling device for trains, an air brake controlling apparatus, a signal, independent means electrically operated for retaining said signal at safety, means for mechanically operating the air brake controlling apparatus after a predetermined interval following the initial operation of the mechanical means, electrical means for controlling said mechanical operation, and means for energizing the controlling means last mentioned when the means for retaining the signal at safety are energized.

` 5. ln an electric signaling system, a magnet and armature and a normally closed circuit for the magnet including the armature thereof, a signal carried by the armature at safety when the magnet is energized and at danger when the armature is released, a second circuit arranged to be closed when the armature is released upon opening the iirst circuit, an electrically operated danger signal in the second circuit for indicating danger when the second circuit is completed and when the signal carried by the armature is carried at danger.

G. ln an electrical signaling and controlling device for trains, an air brake controlling apparatus, a signala independent means electrically operated for retaining said signal at safety, means for mechanically operating the air brake controlling` apparatus after a predetermined interval following the initial operation of the mechanical means,

electrical means for controlling said mechanical operation, means for energizing the 10 controlling means last mentioned when the means for retaining the signal at safety are energized, and manual and electrical means for governing the action of the electrical control.

ln testimony whereof l afliX my signature in presence of two Witnesses.

' CLNTON L. BOPP. Witnesses:

ARTHUR R. MUTTON, F. P. l-IURST.

Copies of this patent may be obtained for five cents each, by adressing the Commissioner of Patente, Washington, D. C.

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